| The port and hinterland are inextricably linked.Hinterland economy supplies goods to the port and promotes port development,bringing economic benefits to the hinterland.The port is now an important economic support for the hinterland.As part of the global economic integration trend,China has proposed the Yangtze River Economic Belt Strategy,the Belt and Road Initiative,the New Western Land-sea Corridor,and the international and domestic "dual circulation" strategy to promote a new pattern of regional development.As a superimposed region of national strategy,logistics development and port construction in southwest China have a significant impact on regional development patterns.However,the majority of current studies on the evolution of port hinterland scope focus on the Pearl River Delta,the Yangtze River Delta,the middle reaches of Yangtze River,the Bohai Rim and China’s coastal areas.And the research objects are mainly seaports,with few river ports.In southwest China,there are few research achievements on inland river port and container port systems,as well as the division of hinterland.This paper analyzes the evolution of container ports hinterland in southwest China,providing theoretical support for benign competition and cooperation among ports,expanding the scope of ports hinterland and promoting the economic integration development of port hinterland,as well as new ideas for promoting the construction of the New Western Land-sea Corridor.Based on these research objectives,this dissertation selects 13 container ports in southwest China as research objects.Port system,ports,port hinterland range evolution and influence factors are comprehensively analyzed by using the Herfindahl-Hirschman Index,rank-size rule,system comprehensive evaluation model,field intensity model,money cost model and the obstacle degree mode.It provides reference and foundation for the orderly development of container ports and the expansion of port hinterland.The following are the main research conclusions:(1)The development trend of container port system in Southwest China is roughly the same as the change trend of hinterland scope.The number of hinterland increases under the trend of centralized port system development,while the number of hinterland decreases under the trend of decentralized port system development.Beibu Gulf port has the strongest comprehensive influence and the most significant improvement in the study area.During the study period,the comprehensive influence of container ports in Guangxi Zhuang Autonomous Region is generally greater than that of the Yangtze River trunk line.The container port system is undergoing significant centralized and integrated development,with a wide gap between ports and a few ports enjoying competitive advantages.The port system’s development is not unitary,secondary subsystem exists under the dominance of the large port system.However,the number of ports in main system is increasing,and the number of ports in subsystem is decreasing.The first port changed from Chongqing port to Beibu Gulf port,indicating that the container port system has undergone major adjustments and changes.(2)Along the Yangtze River and in the southern Guangxi Zhuang Autonomous Region,the spatial and temporal distribution of port accessibility shows a "double core" pattern with clear directional characteristics.West Sichuan province and west Yunnan province have the weakest port accessibility.The accessibility gap between ports is narrowing.The accessibility of container ports along the Yangtze River is better than that of Guangxi Zhuang Autonomous Region,but the latter’s accessibility improvement intensity is greater than the former’s,and the improvement intensity from2009 to 2019 is greater than that from 1999 to 2009.The following are the evolution characteristics of port hinterland under the field intensity model:(1)The hinterland of container ports along the Yangtze River trunk line are generally larger than those of the Guangxi Zhuang Autonomous Region.The number of container port hinterland in the Yangtze River trunk line changes greatly.The hinterland of Beibu Gulf port in Guangxi increased the most,while the number of other ports hinterland changed little.(2)Ports are divided into three types based on the change in hinterland quantity: first decrease and then increase type,first increase and then decrease type,continuous increase type and continuous decrease type.(3)The hinterland distribution of container ports in the Yangtze River trunk line exhibits obvious directional characteristics of north-south extension and east-west expansion,as well as a "semi-circular layer" distribution characteristic from west to east.The spatial distribution of container port hinterland in Guangxi Zhuang Autonomous Region exhibits obvious "group type" distribution characteristics.(4)The overall hinterland spatial pattern of the two port groups has changed little,with the majority of the change occurring between container ports.The most significant changes have occurred in Sichuan province,followed by Chongqing and Guangxi Zhuang Autonomous Region,while the most complicated changes have occurred in Guizhou province.(3)Money costs exhibit a "double core" spatial distribution pattern,sa well as smaller changes in three time nodes.Overall,the money cost of container ports along the Yangtze River trunk line is lower than in Guangxi Zhuang Autonomous Region,the money cost from ports to hinterland counties is decreasing,and the money cost gap between ports is narrowing.The decrease in money cost from 2009 to 2019 is greater than the decrease in money cost from 1999 to 2009,and the decrease in money cost of ports in Guangxi Zhuang Autonomous Region is greater than that of ports on the Yangtze River trunk line.In addition,the temporal and spatial evolution of the ports hinterland calculated by the money cost model mainly reflects the following characteristics:(1)The container ports hinterland in southwest China largely maintains its original spatial pattern at three time nodes,with changes primarily occurring among a few ports.(2)The hinterland of container ports along the Yangtze River trunk line is still larger than that of the Guangxi Zhuang Autonomous Region.(3)Money cost has a greater impact on hinterland change in Sichuan,Guizhou and Yunnan provinces,and a smaller impact on Chongqing and Guangxi Zhuang Autonomous Region,but the overall impact is less than accessibility on hinterland change.(4)By combining the field intensity model and the money cost model,the temporal and spatial evolution characteristics of integrated hinterland and variable hinterland are obtained:(1)In terms of integrated hinterland: there are significant differences in the range of integrated hinterland among ports.The number of integrated hinterland of container ports along the Yangtze River keeps increasing,while that of the Guangxi Zhuang Autonomous Region decreases and then increases;overall,the former increased more than the latter.The spatial pattern of the integrated hinterland has changed greatly,with Sichuan province experiencing the most extensive changes,Guizhou province experiencing the most complex changes,and Chongqing and Guangxi Zhuang Autonomous Region experiencing the least.The scope of hinterland gradually tends to be unified under the influence of time cost and money cost,and the distribution area of each port’s integrated hinterland is gradually fixed.(2)In terms of variable hinterland: the number of variable hinterland is decreasing,and its spatial distribution characteristics are changing from concentrated contiguous and large scale distribution to fragmented and small scal distribution.The following are the options for variable hinterland to ports: the variable hinterland of western and northern Sichuan province mainly chooses between Yibin port and Chongqing port.The variable hinterland of northeast Sichuan province is chosen between Chongqing port and Wanzhou port.The variable hinterland of Guizhou province extensively involves the ports of the Yangtze River trunk line and Guangxi Zhuang Autonomous Region.The variable hinterland in Yunnan province is mainly chosen between Yibin port,Beibu Gulf port and Nanning port.(5)The factors influencing the evolution of port hinterland scope are examined at both the criterion and indicator levels.At the criterion level,it can be divided into three categories based on the performance of the obstacle degree: urban economic obstacles,port scale obstacles and money cost obstacles.Container ports on the Yangtze River trunk line have a lower total obstacle degree than container ports in Guangxi Zhuang Autonomous Region,but the latter’s total obstacle degree has been decreasing in general.The obstacle factors of port hinterland expansion show obvious administrative unit characteristics in subsystems.The port hinterland expansion in Sichuan province is continuously influenced by factors from urban industries and urban consumption capacity at the index level.The most significant obstacle factors to port hinterland expansion in Chongqing are concentrated in transportation infrastructure construction,and more closely integrated with the urban economy.Infrastructure construction,freight mode,industrial structure,urban consumption capacity,and other factors are the most significant obstacle factors to port expansion in Guangxi Zhuang Autonomous Region. |
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